Means of photographing racing events



May 4, 1954 R. A. oswALD MEANS oF PHOTOGRAPNING RACING EVENTS 9 Sheets-Sheet l Filed Dec. 2l, 1949 lMaly 4, 1954 R. A. oswA| D MEANS OF' PHOTOGRAPHING RACING EVENTS 9 Sheets-Sheet 2 Filed Dec. 21, 1949 IIlIlllHIIIHIHIHHIIIIIIIHIHIHHIHHIIIIIIIHIHIHHH l INVENTOR. ROBERT 4. 05W/ILD AT TURNEYS May 4, 1954 R. A. oswALD MEANS oF PHOTOGRAPHING RACING 'EvENTs 9 Sheets-Sheet 3 Filed Dec. 21, 1949 A TTORNEYS May 4, 1954 R. A. oswALD 2,677,305

MEANS oF PHOTOGRAPHING RACING EvENTs Filed Dec. 21, 1949 9 Sheets-Sheet 4 /23 /28 /zz IN1/EN ToR.

ROBERT A. OSWLD BY WMM AT TORNEYS May 4, 1954 R. A. oswALD MEANS OF PHOTOGRAPHING RACING EVENTS 9 Sheets-Sheet 5 Filed Dec. 21, 1949 INVENTOR. HOHER? A. OSWAL A TTORNEYS D k (W /09 May 4, 1954 R. A. oswALD MEANS oF PHOTOGRAPHING RACING EVENTS 9 Sheets-Sheet 6 Filed Dec. 21, 1949 IN VEN TOR.

A TTORNE V5 May 4, 1954 R. A. oswALD MEANS oF PHOTOGRAPHING RACING .EVENTS 9 Sheets-Sheet 7 Filed Dec. 21, 1949 1N VEN TOR.

ROBERT A. oswALo BY T- ATTORNEYS May 4, 1954 R. A. oswA| D MEANS oF PHOTOGRAPHING RACING EVENTS 9 Sheets-Sheet 8 Filed Dec. 21, 1949 BY fwd 4T R. D m L m w V 5 w. a A. T mlll.. M -N N mlrhwl. R mw wat@ mnb RNS m55@ `SQ l QQ NHA MSI, AWR ASStR tant Si ATTORNEYS May 4,A 1954 R. A. oswALD MEANS oF PHOTOGRAPHING RACING EVENTS 9 Sheets-Sheet 9 Filed Dec. 21, 1949 Enom m SESS .cv NSI rm "S3 Sam Patented May 4, 1954 MEANS OF PHOTOGRAPHING RACING EVENTS l Robert A. Oswald, San Mateo, Calif.

Application December 21, 1949, Serial No. 134,333

11 Claims.

This invention relates to new and useful improvements in means of photographing racing events.

The present invention is primarily useful in photographing racing events such as horse races in order to obtain a continuous photographic record of the racing contestants from start to iinish. The purpose of such a record is to detect fouls and thus to settle disputes, provide evidence with respect to disciplinary action against jockeys, and discourage rough or illegal riding. As a result of certain photographic development processes, it is possible to develop films and project the films on a screen Within a very short time after the conclusion of a race and racing officials may view the pictures and speedily determine Whether a particular horse should be disqualified for infraction of racing rules. Such a rapid determination is of importance for it enables the track management to pay off on the winning pari mutuel tickets in sufcient -time for the successful wagerer to purchase tickets on the next race. Hence the patrons of the track are enabled to more actively participate in the Wagering and the total receipts of the track are increased. Such photographic records may also have news or pictorial value.

Basically the invention involves the mounting of a motion picture camera elevated on a boom carried by a car which circles a rail around the track ahead of the horses,

A common method of photographing racing events, in Wide use at the present, involves the stationing of cameras and. operators at various locations on. the track, ordinariiy in elevated towers. Such a photographic method is disclosed in U. S. Letters Patent No. 2,382,615 issued to Lorenzo del Riccio, August 14, 1945. The use of such a method has been extremely successful and very useful in regard to the objects heretofore set forth. However, there are several inherent limitations in this method. One limitation is the fact that a certain amount of time is consumed in collecting the exposed iilm from the various camera stations. This is ordinarily done by a motor .vehicle which circles the traclr and collects from each operator the nlm exposed in his camera. Since time is of the essence in the operation, a saving of time as contemplated in the present invention is of great importance, and the elimination of the operator of the motoi1 vehicle is a saving in labor cost. A second limitation oi the prior method is the tact that although a conu tinuous record oi the race is obtained, neverthee less unless a large number of towers is used there are certain stretches of the track Where the record is less satisfactory than others. The present invention contemplates a continuous record, the camera travelling with the horses, so to speak, so that the camera is substantially the same distance away from the contestants at all times. Finally, the labor cost involved in stationing a large number of operators or camerasaround the track is considerable, and the present invention reduce-s such labor cost materially.

There are certain problems in connection with the operation of a car-mounted camera which the present invention overcomes. One matter of importance is control. It is obvious that the speed of the moving car must be timed to the speed of the horses. It is also desirable that it be possible to reverse the direction of travel of the car when necessary. Thus one set of the controls of the present invention accomplishes starting, stopping, braking, reversing and governing the speed of the car. Such control is preferably manual and by remote control.

Another desirable remote control device starts andstops the running of lm through the cam.

era so as to economize in the exposure or" nlm.

It is further desirable that certain automatic controls be employed, and the present invention incorporates such controls. One of the most important of these is a control which Will rotate the boom on which the camera is mounted so that the camera will be directed toward the contestants whether they are on the turns or straightaway portions of the track. it is necessary to rotate the boom for a predetermined angular distance as the car enters a turn, and then restore the boom to its previous position when the car enters the straightaway.

A further feature of the present invention is the use of controls which Will lower the boom at certain times when it is desired to remove exposed film and load With unexposed nlm. Thus, the car should be stopped at a location adjacent the processing laboratory, for loading and unloading, but obviously should not be stopped at such location when the camera passes such point While the race is in progress. t is a feature oi the present invention that the'boom will lower automatically when the camera is stopped and the motor which drives the car is also stopped upon actuation of certain automatic controls. A iurther control is provided in a location on the car itself which may be manually operated to raise the boom after loading the camera and also to lower the boom when' desired. A safety feature of the invention is that `the boom Will lower only when the carriera boom is rotated so that the lowered hoorn will not endanger contestants accidentally striking against same.

A further automatic control is a safety device to stop the motion oi' the car when a section of rail is not properly in place so as to prevent derailinent of the car.

An emergency stop manually operated to stop the car when other means fails is also conteniplated.

In addition to the foregoing controls, other features of the present invention are advantageous. One of the most important of these is the inounting oi the car on a monorail. In order that the pictures obtained he of high quality, there must he a minimum oi swaying of the camera and this means that the car must move along its tract; smoothly. The monorail construction and means for mounting the car on the rail as hereinafter described result in a smooth operation so that the camera not subjected to violent movement or vibrations. The carriera is shocksmountcd on the boom and is further stabilized hy gyrosoopes.

Another advantage of the invention is that the carriera is always pointed. at the horses7 and this is accomplished hy turning the carriera hooni as the car enters and. leaves the turns. As has been noted, the hoorn is further arrange@ so that it may he lowered. for convenient access to the oarnera and for this purpose a positive drive is incorporated in the mounting of the hoorn so that the boom may ce lowered or raised by an electric motor.

A further feature of the invention is the construction of the rail on which the car travels. Smooth alignment of the rail sections is assured. When it is necessary to remove a section of the rail as when a starting gate must be pulled into the iniield of the track., provision is made for lowering the rail so that it is not damaged hy passage of the starting gate. Further provision is made Ifor positively locking the removed section in place after it has been restored. As has 1neen noted, provision is likewise made for stopping the car if, through accident, the rail has been improperly placed in position.

Further objects and advantages of the present invention will hecorne apparent upon reference to the specification. accompanying drawings in which similar characters of reference represent corresponding parts in each of the several views.

In the drawings:

Fig. '1 is a diagrammatic plan view of a race track in conjunction with which the present invention he used.

Fig. 2 is a longitudinal vertical section of the car.

Fig. 3 is a perspective of a Inonorail section.

Fig. 4 is an elevation of a portion of the movable and stationary rail locking mechanism.

Fig. 5 is a top plan oi a movable rail. section and portions of stationary sections.

Fig. 6 is an end elevation of a movable rail section, shown in tivo positions.

Fig. 7 is a fragmentary portion of the rail supporting structure.

Fig. S is a transverse vertical section of the car.

Fig. 9 is an enlarged view of an idler Wheel mounting.

Fig. 10 is a view of the side of the car showing the mounting of all four wheels, this View being partly broken away.

Fig. 11 is a transverse vertical section through the boom mounting structure.

,A a matter of choice.

Fig. 12 is an elevation of the boom mounting structure.

Fig. 13 is a transverse horizontal section through the hoorn, taken along the line |3--l3 of Fig. 17.

Fig. 14 is an enlarged View of an arcuate guide for the hoorn elevating and lowering structure showing the shait which turns the hoorn in a position whereby the camera fully overhangs the track.

Fig. 15 is a view similar to Fig. 14 showing the shaft in position when the camera is directed tangentiaily about a turn.

Fig. i6 is a vieiv similar to Fig. 14 showing the shaft in position whereby the carriera overhangs the infield and the hoorn is about one-half way down.

Fig. i7 is a side elevation of the car and showing the hoorn and camera mounting structure.

Fig. 18 is an end elevation of the structure of Fig. i7.

Fig. 19 is a detail of an emergency stop switch' actuating cam and associated mechanism mounted on the rail.

Fig. 2Q is a top plan of the camera and mounting.

Fig. 2i a section taken along line 2|--2l of Fig. 20.

22 is a hlocr; diagram of the electronic control components.

23 is a wiring diagram of the hoorn control circuits.

Fig. 2li is an end elevation of the structure of Fig. 9.

i3@ is an ele ation of the switch, located on a stati. nary rail section which is closed only when movable rail section accurately in place, together with. associated. structure.

Fig. 26 is a top plan showing the limit and interlock switches relating to hoorn rotation.

Fig. 2? is an elevation showing interlock and limit switches relating to hoorn eievation and low ering.

The present invention is concerned with means and inethocl of photographing racing events from a moving car which .cedes the contestants as they run around. the track. For purposes of this specification the invention will he described adapted to use in. a hoi e race tra-cli. in the preierred embodiment hereinafter described a inotion picture camera is mounted on a hoorn ele vated ahove the ievei the track and overhanging the so that the angle oi the picture is from. in iront of and. alcove the horses; this angle of view j, rovides the moet satisfactory pictures for the purposes intended, out it will he understood that the car might be 'made to follow rather than precede the horses and 'that the angle of vieu1 is her, it will he understood that the neotion picture camera or the ent invention ed with a television camera.

For convenience the of the present invention will he divided into sections.

The "foil The car it on which. the carriera is mounted travels on inonorail which is preferably located paraiielto and about two feet Within ineld rail 23 of the race track is. This location reduces danger of injury to jockeys Who ordinarily crawl under the infield ,rail to esu cape injury after spills, yet places the camera close to the action of the race. The conventional race track comprises two straight portions 26 and two turn portions 21 connecting the straight portions. (See Fig. l.) The infield rail 23 surrounds t e infield and closes off one side of the racing course. The car rail 22 might be fastened to the inneld fence 23, but since it has been found that sections of such fence frequently are out of alignment, a separate support means is employed in the preferred embodiment of the invention illustrated herein. Horses ordinarily are started with the assistance of a starting gate 28 having a plurality of stalls for the horses. When the start of the race occurs at a point other than in a chute 29, it is necessary to position the starting gate 28 at some point along the straight-away and then move the gate out of the way of the horses before they complete a lap of the track. This is accomplished by removing a section of the infield rail 23 and then drawing the starting gate into the iniield. Accordingly, the present invention contemplates rapidly removing the adjacent section of monorail 22 `from its normal position so as to permit passage of the starting gate into the ineld and then replacement of the monorail so that the passage of the car is not interrupted.

The monorail 22 consists of horizontally disposed sections of wooden planks 3i of even width. The upper and lower edges of the planks are bevelled and the central portions 33 of the upper and lower edges are concaved for the reception of a tcp 33 and a bottom track 36. Such tracks may consist of sections of hollow tubing fitted into the concaved portions 33 of the planks 3l. rEhe sections of tubing are joined together by insertion in the abutting ends of bridging plugs 3l which eliminate the necessity of threaded connections. Preferably, the joints in the lower tube coincide with the joints in the planks so as to simplify installation.

The planks 3i are attached to upright pipes 38 the lower ends of which are buried in the ground. U-bolts 33 pass around the pipes 38 and the legs thereof extend through holes in the planks. A. spacer il may be interposed between the plank 3i and the pipe 33. Nuts 42 on the threaded ends of the U-bolts 39 are employed to draw the planks 3l snugly against the spacer 4|. (See Fig. 7.)

At the various locations where the starting gate 28 must be moved through the ineld fence 23, provision for breaking the monorail. The pipes 38a adjacent such positions are hinged by hinge i3 at ground level so that the rail may be bent inward into a trench 44. (See Figs. 5 and 6.) The monorail may thus be folded below ground level into the trench. A cover plate :it between the monorail 22 and pipes 38a iits into a step 4l' near the top of the trench 44 and covers over the trench when the monorail is folded thereinto. (See Fig. 6.)

Provision is made for locking the fcldable portions of the monorail 22 into alignment with the stationary portions by means of a taper pin 48 `which ts within tapered sockets carried by 'latter feature will be hereinafter described in greater detail. (See Fig. 25.)r

fil)

The car The car 2u which travels on the monorail 23 has a streamlined casing 56 and is made throughout of light-weight material lsuch as magnesium. Its speed and direction of movement are remote-controlled; however, the preferred embodiment described herein employs a self-contained power unit consisting of a battery 5l carried by the car and an electric motor 5S which drives a traction wheel lill engaging the monorail 22. It will be understood that other traction means might be employed.

The car 2@ employs one traction wheel 59 located at the front oi the car and engaging the top of the monorail 22 and three idler wheels 6I which stabilize the car on the track. The traction' wheel 59 and the upper rear idler wheels 6l are rotatably fixed to the car, but the front and rear lower idler wheels iii are pivotally mounted to the car and spring-biased to insure constant engagement of the upper wheels with the monorail. Each wheel consists of a hub S2 and parallel annular anges 53. The space be-A tween the flanges contains a rubber contact surface 64 so as to deaden vibration. ln cross section, the rubber portions are grooved out in the formof a shallow, truncated V 53. rljhis insures that the rubber contact surfaces ride on the tracks 34 and 3d and said tracks are constantly urged toward the bottom of the V tt. dler wheels are mounted on stub shafts 61 with ball bearings 58 between the shafts 3l and the hubs 62. The drive shaft @3 is directly mounted on the hubvSZ of the traction wheel 39 and connected to motor 5B. Each shaft 3l and @il projects inward from the casing 56, and a cover plate 'H encloses each of the wheels 53 and 5l. Said cover plate is held by screws against projections l0 extending i'rom the casing 53 of the car. The lower idler wheels ti are pivotally connected to the car. The shafts @l are nxed to idler wheel housings '52. Said housings are connected to the car by pivot 13 which is iixed in the side of the casing 5S and is provided with an enlarged head and washer ifi w ich hold the housing 'l2 against the side of the car. An arcuate slot 1B having its center oi curvature at pivot 13 is provided at a point remote from said pivot. A bolt 'Il passes through this slot and its enlarged head also bears against the housing and cooperates with pivot head 'it in holding 'the housing against the sine of the car. t will be apparent that the housing may rock with respect to the car about the pivot i3. The stub shaft 61' for the lower idler wheel is mounted intermediate the pivot i3 and slot 'i hence the idler wheel is pivotally mounted with respect to the car. A pillow block 'i3 is dried to the car and receives a pair of springs the opposite ends of which bear against a boss 2li on the housing and bia-s the housing upwardly with the pivot 'i3 as a center of .rotation Thus, the springs 'F3 force the lower idler wheels @l tightly against the underside of the incnorail S32. and the upper idler Wheels Eil and 6! are thus kept in constant engagement with the moncrail. This meunting of the idler wheels 6l dampens vibrations, compensates for any possible unevenness in width or alignment of the planks 3l insures proper traction of drive wheel 59.

A reversible, series, D. C. `electric motor 58 is connected to drive shaft t9. Said motor is y'driven by batteries 5l carried by the car. It is intended that such motor preferably be reversible and subjectto accurate speed control so as to Thus, adjacent the entrance of each turn is the upper cam |36 which actuates upper switch |3|. Said cam |35 is stationary and each time the car 20 passes said cam the switch |3| energizes a circuit which causes motor |U| to rotate worm 99 and thus rotate the boom 85 so that the camera 2| is directed tangentially with respect to the turn 2l of the track 24, thus insuring that the camera 2| mounted on the boom 85 is directed at the horses as they round the turn. The said circuit is deenergized to stop the motor mi after the boom 86 has swung through a predetermined number of degrees. It Will be understood that the number of degrees of movement required varies depending upon the particular race track on which the car operates, and a limit switch |46 may be adjusted to stop rotation at the desired number of degrees.

The next set of cams i3? is located adjacent the end of each turn 2. Said cams |37 actuate the second micro-switch |32 each time the car passes and energizes a circuit which restores the boomV 85 to straightaway position by rotating the worm wheel et back through the same nume ber of degrees as previously rotated upon switch |3| contacting cam |36. The third cam |38 engages the third or cooking switch |33. Said cam |38 is preferably located just beyond the iinish line |41. Switch |33 is arranged to lower the boom 86 by energizing the electric motor I4 and causing the pinion ||3 to move around the rack l2 and pivot the boom 35 about pivot |92. However, the circuit arrangement is so designed that the boom S5 is lowered after cam |38 contacts switch |33 only after the motor 58 which drives the car and the motor |29 which drives the camera 2| are both oif, and the boom is rotated to extend over the iniield. The reason for this particular circuit arrangement is that the boom 86 should not be lowered during progress of a race but only after the finish thereof. After the finish, both the camera and car motors are off and the circuit is so arranged that the cam |38 will only lower the boom when this situation occurs. `Prior to lowering the boom this switch circuit is arranged to energize motor |0| to -rotate the boom 86 to overhang the infield.

Various emergency cams |39 are located about the track. Said emergency cams |39 normally `are held out of engagement with the fourth microswitch contact |36 by reason of the attachment "i of said cams to the armatures of solenoids |48. However, when the solenoids are not energized, y,the cams itil project and contact switch |34 which stops theJ movement 4of the car 23. Some of said solenoids may be cle-energized by a switch 7 controlled by the operator in control room |49. Other solenoids |5| may be de-energized when a section of rail 22 is removed and not properly replaced, thus preventing derailment of the car. Thus, switches 53 are placed on stationary sections of rail and closed by plates 54 on removable rail sections. Contact of switch 53 is broken when a rail section is foldeddown or not properly replaced thus projecting cam ill and stopping the car.

Manual boom control va circuit which starts motor ||ll and thus raises the boom, then energizes motor ||l| which turns `.the boom 86 to a position overhanging the track in operative position.

Provision is likewise made for lowering the boom by means independent of cam |3t when it is desired to do so. A second switch |54 is 1ocated at a convenient point on the exterior of the car. Manual actuation of this switch energizes a circuit which starts motor im and rotates the boom S5 about 90 so as to overhang the infield, then energizes motor l Iii which lowers the boom.

Remote control-car movement The controls heretofore described have been actuated by contact switches |3.|-|3|. It is desired that the movement of the car 2li and starting and stopping of the camera 2| be controlled by an operator located at a control room such as at the top of the grandstand or some similar post giving maximum visibility. It is contemplated that such remote control be accomplished by frequency modulated radio transmitter |55 and receiver |51 located at the control room and car respectively. However, other methods of control might be employed, such as carrier control or direct connection.

Basically, there are two' electrical systems/in the car, one the remote control circuits and the other the manual and automatic circuits. Iihese systems remain independent except for one function which will be described in detail hereinafter.

The remote control circuits (see Fig. 22) consist of an FM receiver |51, tone selective networks i'i, primary relays it, control relays |6| and the various motors and contactors controlled thereby.

The control signals, picked up by the FM receiver |57, consist of any one of nine 9) audio tones impressed on the FM carrier. Said receiver derives its primary power from battery l'ia. After demodulation these tones appear as an audio output which is connected to the tone selective networks |58. Each network is tuned to a diierent audio tone or control signal. Whenever the proper tone is impressed on a network it will respond by actuating a primary relay |59 associated with it as an integral part. The primary relay in turn actuates its associated control relay itl which initiates the desired function. It will be understood that batteries |57a furnish power for all electric power and circuits except main drive motor 58 which is energized by other batteries 51.

The functions which may be initiated by the nine (9) control signals are as follows:

1. Forward.-Closes the main drive contactors |62 in such a combination that the main drive motor 58 runs in a forward direction. Also energizes the camera gyroscopes |2l' and |2S.

2. Reoersc.-Closes the main drive contactors |52 in such a combination that the main drive motor 58 runs in a reverse direction. Camera gyroscopes |27 and |28 do not operate in the reverse direction.

3. Run.-For the duration of this control signal, the main' drive motor 28 is connected directly across the main drive battery 2l. rlhis provides for rapid acceleration. As soon as the control signal has ceased, the main drive motor 2S is connected in series with the speed control H53. Actually these two functions occur simultaneously but the acceleration function may be initiated at any time by sending the run control signal.

4. "IdZe.-Inserts a xed amount or" resistance in series with the speed control |63. This causes the car to run at a slow or idling speed. This aow/,sos

l is the condition which exists at the time either the forward or reverse functions are initiated. ln other words, the car always starts in either direction at the idling speed.

5. Fast.-For the duration of this control signal, a small motor |64 is caused to operate within the speed control |63 in such a manner that the resistance in series with the main drive motor 58 is reduced, thereby causing it to run faster.

6. SZow.-For the duration of this control signal, small motor |64 is caused to operate within the speed control |63 in such a manner that the resistance in series with the main drive motor is increased, thereby causing it to run .slower '1. Stop.-This function causes the main drive contactors |52 to open, thereby deener gizing the main drive motor S. Also the idlerun circuit is restored to the idle condition. Occurring simultaneously and continuing for the duration of the stop control signal, the main drive motor 58 is connected, through the main drive contactors, as a series generator with a Very low resistance load. This causes a drag to be placed against the motion of the car and, therefore, acts as a dynamic brake.

8. "Camera on.-This function energizes the camera motor.

9. "Camera OHP-This function deenergizes the camera motor.

The circuits whereby the manual and automatic functions are accomplished will be described by reference to wiring diagram Fig. 23 which has been drawn in accordance with the following conditions which will be used as the starting point of this description:

1. Camera boom 85 is elevated (vertical) and has been rotated to the forward (i) degrees) position.

2. Camera motor |29 is energized.

3. Car 2t is in forward motion on a straightaway 25.

Relay ist is in its energized condition. This relay is wired so as to maintain itself in an enn ergized condition. The hold circuit is completed through the normally closed contacts of relay |61. The energizing of relay ISS has caused the camera boom Sit to rise to its vertical position through the operation of motor IM which has been deenergized by the action ci switch itt. This switch iiiS is actuated mechanically by the boom mechanism when it has assumed a vertical position. Motor l Ui is further disabled by switch 68 which has been allowed to open as a result of the camera boom having rotated away from its 90 degree position.

Boom rotation relay |1| is in its energized condition. This relay is wired so as to maintain itself in an energized condition. The hold circuit is completed through a pair of contacts on the relay l1 l, switch |31 and the normally closed con tacts of relay itl. The energizing of relay lli has caused the boom to rotate to its forward (i3 degrees) position through the operation of motor |El| which has been deenergized by the action of switch |12. This switch is actuated mechanically when the 1Doorn has rotated to its forward position.

Slightly in advance of the beginning of each turn a iixed cam is located on the rail in such a position that switch |24 is actuated as the car passes. This action deenergizes the relay 11|. and motor lill then rotates the boom in aft direction until switch |45 is actuated. This lil f cuit for the coil of relay |51.

action is necessary in order that the camera 2|, located at the end of the boom may continue to point in the direction of the horses when both the ho 1ses and the car 2t! are in a turn 2l.

llust in advance of the end of each turn 21 fixed cam i'i is located in such a position that switch 32 is actuated as the car passes. This action energizes relay lli and motor li rotates in the opposite direction, bringing the boom 86 to its forward position at which time switch |12 is again actuated.

Located just beyond, the iinish line is a xed cam which is so placed that switch |33 is actuated as the car passes. This action energizes relay 513 which is wired so as 'to maintain itself in the energized condition. rihe hold circuit is completed through a pair of contacts on relay ii and a pair of contacts on switch |53. When relay is energized it also closes contact |14 which is one oi three pairs of contacts in series with the coil oi' relay |51. The other two pairs of contacts VES and iii are located on the forcontrol relay and camera control relay, respesctiveiy, and are open whenever these relays are energized. When these two relays are deenergized--i e., the stop and camera off functions have been initiated, these two pairs of contacts are closed and in series with the already closed contacts |14 oi relay |13, complete the cir- When relay |61 is energized the hold circuits for both relay |1| and relay it are broken and they are deenergized. .an additional pair of contacts |18 on relay iii'i shorts out switch UVE. When relay |1| is deenergized, motor till is energized and causes the boom it to rotate in the aft direction until switch itl has been actuated. This is possible hecause switch |56 has been shorted out by the action of reiay itl. When relay |66 is deenergized, circuits are established which will cause motor lit to lower the boom when switch i'ii has been actuated as a result of the camera boom rotating to the degree position. When the boom has reached the down position, switch iti is actuated and motor I i4 stops. The conditions which now exist are as follows:

l. Car it is at rest.

2. Camera motor |29 is deenergized.

3. Camera boom tt is in the down position.

if only the stop function is initiated after relay ilt andL relay l'i have been energized, the car will come to a stop with the camera motor it still in operation. Therefore, the camera hoorn will not be lowered automatically. If the car is then. caused to run in the reverse direction7 relay il@ will be deenergized since part of the hold circuit is completed through a pair of normally closed contacts E83 on the reverse control relay. This pair of contacts |33 is so located that relay cannot be reenergized as long as the reverse control relay is energized. Therefore, the car may be backed even across the finish line ill, stopped, and the camera motor |29 without the camera boom 8S being automatically lowered.

'When it is esired to raise the camera boom switch inust be operated manually. This switch energizes relay it and relay i1| and deenergizes relay V13 which in turn deenergizes relay it? which then reestablishes the hold circuits for reiay |66 and relay I? When relay |65 is energized motor ||4 is caused to rotate in a direction to raise the camera boom 36. Upon reaching the vertical position switch |158 is actuated and motor l|4 stops.

When relay l'ii is energized circuits are established which will cause the camera boom 8S to rotate in a forward direction. This cannot occur until the boom is in the vertical position at which time switch E34 is actuated which energizes motor it! causing the boom to be rotated to the forward position.

Should it be desired to lower the camera boom manually switch i555 may be actuated. This action energizes relay H3 and if the conditions are correcti. e., car is at rest and the camera motor deenergized, the camera boom will be lowered as previously described.

The various limit switches and interlock switches heretofore described are located and actuated as follows: Immediately beneath the flange St on bracket ti is an arcuate annular plate |9| fastened to the side of the car having a radius somewhat larger than that of flange 93. Switches ist, H2, les and i8! are mounted on said plate i9| and are contacted by two contacts |92 and les fixed to flange 92 connected to boom Sii. (See Fig. 26.) The contacts |92 and le@ are at two different elevations so that eac-h contacts only certain switches. Limit switch ist is made adjustable in that it is attached to plate lei by means of screws passinge through an arcuate slot lt and hence may be adjusted to stop rotation of the boom on turns of the track after any predetermined number of degrees ci rotation of the boom, depending upon the contour of the particular track. The other switches |12, It@ and lSl are fixed to plate ISI. Switches itt and 269 are at a higher elevation and are contacted by contact m2, which is also at the higher elevation.

In Fig. 27 are shown the location of switches |82, |68 and idd, which are actuated by pivotal movement of bracket si. The last-named switches are mounted on the side of the car immediately above the arcuate brace |63. Said brace |88 carries a plate lst on the lower end thereof on the forward side. Said plate is arranged to contact switch |82 when the boom is in down position. Switches It and |84 are adjacent the opposite end of brace l B8 and are contacted by adjustable screws |924 carried by bracket Si; screws it? are so adjusted as to actuate switches l'ii and |815 when the boom is in upright position.

Remote control-camera lt is desirable that the carriera motor |29 be turned on only during the interval while a race is in progress so that film is used only during that period, thus economizing in the amount of film used.

For such purpose a remote control is provided to start the camera motor 2t just before the start of a race and stop the camera just after the conclusion of the race.

Operation In order to illustrate the method or system of recording racing events and the objects and advantages of the means heretofore disclosed, a description of the operation from start to finish of a race will be set forth.

It will be assumed that the camera 2l has been loaded with film, the boom 86 is erect and the car 20 has been moved around the track to a position about 150 feet ahead of the starting gate 28. It will further be assumed that the start of the particular race occurs at a point along the straightaway 26, thus necessitating re.-

moval of a section of the rail 22 to accommodate the starting gate 28. Therefore, the rail 22 has been folded down at this point so that the position thereof is as illustrated in full lines in Fig. 6. Just prior to the start, the operator in his control booth |49 presses the forward signal key which operates the controls which start the car forward at idle speed so as partially to overcome inertia before the start. The gyroscopes |21 and |28 revolve when the drive motor 58 is in forward operation. The operator also presses the carnera start key which starts the camera motor |29 in operation.

When the starter starts the race by opening the gates 23, the operator presses the run signal which rapidly accelerates the car to the speed of the horses by putting the motor directly across the battery 5l and locks a relay which upon release of the run signal drops the motor back on variable speed control.

The speed of the car is regulated so that it is approximately feet in advance of the horses. If there has been a false start and the horses are called back to their stalls, then the operator may press the camera stop key to stop the camera motor |29, then press the stopv key to stop the car, then press the reverse key to reverse the field of the drive motor 58 and reverse the car to its starting position in time for the next start;

The'operator may out the speed down to idle at any time by pressing idle without first pressing stop By actuation of the fast or slow key the operator may decrease or increase the resistance |63 in series with the field of the drive motor 5t and Ethus increase or decrease the speed of the motor.

With the race in progress and the car proceeding at or about the same speed as the horses, subject to the speed control of the operator, the car approaches the first turn 2l. It is necessary to turn the boom te so that the camera 2| is pointed in the direction of the horses, preferably approximately at a tangent to the curvature of the infield rail 23. Turning of the boom 35 is automatically controlled by the cam |35 engaging switch Contact itl. rThis starts the motor HH which operates a sufficient length of time to turn the boom 8B through the required number of degrees to keep the camera 2| at the preferred tangential position, whereupon a limit switch |46 stops motor |!J|. The number of degrees will vary from track to track depending upon the contour thereof. It has been found that it is desirable that the motor itl turn the boom through 20 in Il seconds. By this time the horses have just reached the turn, assuming their speed to be 40 feet per second.

When the car reaches the end of the turn, cam |31 contacts switch |32 and this reverses motor 10| and the boom 36 is restored to straightaway position, whereupon limit switch H2 stops motor |0|. The same turning and returning of the boom 36 is accomplished at the second turn 2l.

By the time the car has traversed the two turns 21, the starting gate 28 should have been moved into the ineld and the rail 22 restore-d to posi tion. The rail 22 is folded upward to upright position shown in dot and dash lines in Fig. 6 and locked in such position by taper pins i8 placed in the corresponding sockets on the foldable and permanently-upright monorail sections. If the rail 22 is in proper position, switch 53 operates to retract the cam it! located slightly ahead of the starting position and permit the carto pass over the recently restored section of rail. if, by accident, the rail is improperly restored in position, then the cam I4! is not retracted and hence contacts switch i3d and stops the car immediately so that it is not derailed. It will be understood that the operator may actuate any of the emergency cams ll located at various points about the track to contact switch |34 and stop the car in case of emergency.

After the horses cross the iinish wire is?, cam |38 strikes cooking switch |33. The operator presses the camera stop lrey to stop the camera motor ||2. rlhe car motor 58 is shut ofi by remote control just prior to the car 20 reaching a location adjacent the nlm processing laboratory and dynamically braked to a halt. After the car passes the coclring cam i3d if the camera motor |29 and car motor 5E are both turned off, a circuit is energized which will turn on motor |0| to turn the boom t@ to overhang the infield and then energize motor H4 to lower the boom for convenient access to the camera so that the attendant may unload the exposed nlm for processing and load :for the next race. After the camera 2| is reloaded, the attendant pushes switch |53 which raises the boom 8G in position for the next race. 1i, for any reason, it is desired to lower the boom i6 before the end of the next race, the attendant may press switch 15d, which accomplishes that result.

The :film which has been exposed is then taken to the processing laboratory and developed and projected upon a screen for viewing by racing officials. The details of these operations form no part of this invention.

Although I have described my invention in some detail by way of illustration and example for purposes o1" clarity of understanding, it is understood that certain changes and modifications may be made within the spirit of the invention and scope of the appended claims.

I claim:

1. A carrier adapted to advance a camera about a race course by suspension from a support extending about race course comprising, a motor mounted in said carrier, a traction wheel driven by s id motor and arranged to engage said support, irst means for starting and stopping said motor, a camera support on which said camera may be mounted, a bracket pivotally mounted in said carrier, said camera support being rotatably mounted on said bracket, a shaft fixed to said camera support and journalled in said bracket, an arcuate guide )fixed to said carrier and receiving an edge of said bracket, means carried by said bracket for revolving said shaft and said camera support, and second means for rotating said bracket about its pivot.

2. A carrier adapted to advance a camera about a race course by suspension from a support eX- tending about said race course comprising, a m0- tor mounted in said carrier, a traction wheel driven by said motor and arranged to engage said support, rst means for starting and stopping said motor, a camera support on which said camera may be mounted, a bracket pivotally mounted in said carrier, said camera support being rotatably mounted on said bracket, a shaft xed to said camera support and journalled in said braclret, and having a iiattened portion, a second arcuate guide fixed to said carrier and receiving the flattened portion of said shaft, said second guide having a slot therein, one portion of said slot being dimensioned to receive said shaft only when said camera support overhangs an area removed from said course and a second portion of said slot being positioned to receive said shaft When said camera support overhangs said course.

3. A system of obtaining a continuous photographic record of contestants in a race from start to nish around a course having arcuate and straight-away portions comprising a camera, a carrier on which said camera is mounted moving about the course and parallel thereto, a stationary actuator located adjacent said course proximate the end of an arcuate portion, a switch on said carrier actuated by said stationary actuator upon said carrier passing said actuator, a motor energized upon actuation of said switch, means driven by said motor for turning said camera to photograph contestants in a race continuously in the arcuate and straight-away turn portions, and a limit switch on said carrier operable to cle-energize said motor after said camera has turned through a pre-selected angular travel.

4. A system as defined in claim 3 and including an emergency stop manually operable to project into the path of said carrier, a switch on said carrier engageable with said stop when in projected position, and means actuated by said switch operable to stop movement of said carrier,

5. A system of obtaining a continuous photographic record of contestants in a race from start to finish around a course by means of a camera mounted on a carrier moving on a rail, a portion of which rail is removable comprising, a rst switch closed only when said removable portion is properly in place with. respect to said stationary portion, a stop movable to active and inactive positions, said stop being movable to inactive position only when said rst switch is closed and when said removable and stationary rail portions are in alignment, a second switch on said carrier engageable with said stop when in active position, and means actuated by said second switch operable to stop movement of said carrier.

6. A system of obtaining a continuous photographic record of contestants in a race about a course having arcuate and straightaway portions comprising an elevated camera, a normally vertical support on which said camera is mounted. a carrier movable about the course on which said support is rotatably mounted, said support being arranged to be lowered for convenient access to said camera, rst means for rotating said camera to a rst or straightaway position, to a second or turn position and to a third position overhanging an area removed from said course, second means for lowering and raising said support, a iirst manual control for raising said support from lowered position, then rotating said camera to first position, and a second manual control for rotating said camera support to third position and then lowering said support.

7. A system oi obtaining a continuous photographio record of contestants in a race about a course having arcuate and straightaway portions comprising an elevated camera, a normally vertical support on which said camera is mounted, a carrier movable about the course on which said support is rotatably mounted, said support being arranged to be lowered for convenient access to said camera, rst means for rotating said camera to a nrst or straightaway position, to a second or turn position and to a third position overhanging an area removed from said course, second means for lowering and raising said sup.- port, a stationary actuator located adjacent the path of travel of said carrier, a switch arranged to be actuated upon contact with said actuator, a cooking relay actuated upon closing of said switch, rst means for starting and stopping said carrier, second means for starting and stopping said camera, said cooking relay being arranged so that after closing of said switch and after said first and second means are actuated to stop said carrier and said camera, respectively, a circuit is energized, said circuit being arranged to iirst rotate said camera to third position and then to lower said support.

8. A system as deiined in claim 7 wherein auxiliary mechanical means are positioned in said carrier to permit lowering of said support only after rotation of said camera to third position.

9. A carrier adapted tol advance av camera about a race Course by suspension from a support extending about said race course comprising, a moto-r mounted in said carrier, a traction wheel driven by said motor and arranged to engage said support, first means for starting and stopping said motor, a camera support carried by said carrier, a camera on said camera support, second means for rotating said camera support about an axis normally vertically disposed, third means for raising and lowering said camera support, a cam rotatable with said camera support when said camera support rotates about said axis normally vertically disposed and movable with said camera support when said camera support raises and lowers, and a guide mounted on said carrier and receiving said cam, said guide and cam being shaped to render said third means inoperative until said second means has been actuated to rotate said camera support to a position in which said camera overhangs an area removed from said course.

10. A :carrier adapted to advance a camera about a race course by suspension from a support extending about said race course comprising, a first motor mounted in said carrier, a traction wheel driven by said motor and arranged to engage said support, first means for starting and stopping said motor, a camera support carried by said carrier, a camera on said camera support, a second motor arranged to rotate said camera support, second means arranged to start, stop and reverse said second motor and operative to rotate said camera support to a straightaway position, a position tangential to a turn of said race course and a position overhanging an area outside said race course, a third motor arranged to raise and lower said camera support, third means arranged to start, stop and reverse said third motor, a cam rotatable with said camera support when said camera support rotates about said vertical axis and movable with said camera support when said camera support raises and lowers, a guide mounted on said carrier and receiving said cam, said guide and cam being shaped to render said third motor inoperative until said second motor has been energized to rotate said camera support to a position in which said camera overhangs an area removed from said course.

11. A carrier as deiined in claim 10 wherein said guide has a slot in which said cam may move, said slot and said cam being shaped to permit lowering of said camera support only when said camera support is in said third position.

References Cited in the le of this patent UNITED STATES PATENTS Number Name Date 1,102,172 Sciamengo June 30, 1914 1,351,502 Ball Aug. 31, 1920 1,524,277 Schoberle Jan. 27, 1925 1,728,576 Schein Sept. 17, 1929 1,801,141 Connors Apr. 14, 1931 1,828,672 McFadin Oct. 20, 1931 1,898,185 Howeil Feb. 21, 1933 2,077,104 Geib Apr. 13, 1937 2,250,442 Abell July 29, 1941 2,299,330 Macnabb Oct. 20, 1942 2,348,841 Oswald May 16, 1944 2,382,055 Homrighous Aug. 14, 1945 2,382,616 Del Riccio Aug. 14, 1945 2,382,617 Del Riccio Aug. 14, 1945 2,397,539 Dent Apr. 2, 1946 2,408,528 Nassour Oct. 1, 1946 2,415,563 Nash Feb. 11, 1947 2,447,667 Raby Aug. 24, 1948 2,472,944 Furer et al June 14, 1949 2,523,662 Miller Sept. 26, 1950 2,538,910 Miller Jan. 23, 1951 2,633,054 Black Mar. 31, 1953 

